Skip to main content

NCDOT Meets with Laurel Hill residents to discuss I-74

Laurel Hill is the only town along the US 74 stretch that sits between the Rockingham and Laurinburg Bypass. (Old Hundred is more of a tiny crossroads.)
The meeting basically was a chance to let local residents know the possible options for building I-74 through the area. Option 1 is a total upgrade of the at-grade US 74 to Interstate standards. The other option would be upgrading US 74 but with a bypass of Laurel Hill. The bypass would run slightly north then slightly south of the town.
No idea on the cost but it says the project could take seven to 10 years to complete.

Story Link: http://www.fayettevillenc.com/article?id=243246

Commentary:

This is the first clues to what NCDOT may do with building I-74 from Rockingham to Laurinburg. most of the route will be upgraded to a limited access highway from the divided four lane today. US 74 through here is rural with a few small homes and produce stands bordering it. There is one stoplight at NC 144 in Laurel Hill. Most of the town is on the north side of US 74.

The one possible obstacle is the CSX tracks which in Laurel Hill parallels US 74 (also on the north side of the highway. The road is years away but it is nice to have an idea what could possibly happen.

Comments

Popular posts from this blog

Paper Highways: The Unbuilt New Orleans Bypass (Proposed I-410)

  There are many examples around the United States of proposed freeway corridors in urban areas that never saw the light of day for one reason or another. They all fall somewhere in between the little-known and the infamous and from the mundane to the spectacular. One of the more obscure and interesting examples of such a project is the short-lived idea to construct a southern beltway for the New Orleans metropolitan area in the 1960s and 70s. Greater New Orleans and its surrounding area grew rapidly in the years after World War II, as suburban sprawl encroached on the historically rural downriver parishes around the city. In response to the development of the region’s Westbank and the emergence of communities in St. Charles and St. John the Baptist Parishes as viable suburban communities during this period, regional planners began to consider concepts for new infrastructure projects to serve this growing population.  The idea for a circular freeway around the southern perimeter of t

Hernando de Soto Bridge (Memphis, TN)

The newest of the bridges that span the lower Mississippi River at Memphis, the Hernando de Soto Bridge was completed in 1973 and carries Interstate 40 between downtown Memphis and West Memphis, AR. The bridge’s signature M-shaped superstructure makes it an instantly recognizable landmark in the city and one of the most visually unique bridges on the Mississippi River. As early as 1953, Memphis city planners recommended the construction of a second highway bridge across the Mississippi River to connect the city with West Memphis, AR. The Memphis & Arkansas Bridge had been completed only four years earlier a couple miles downriver from downtown, however it was expected that long-term growth in the metro area would warrant the construction of an additional bridge, the fourth crossing of the Mississippi River to be built at Memphis, in the not-too-distant future. Unlike the previous three Mississippi River bridges to be built the city, the location chosen for this bridge was about two

Memphis & Arkansas Bridge (Memphis, TN)

  Like the expansion of the railroads the previous century, the modernization of the country’s highway infrastructure in the early and mid 20th Century required the construction of new landmark bridges along the lower Mississippi River (and nation-wide for that matter) that would facilitate the expected growth in overall traffic demand in ensuing decades. While this new movement had been anticipated to some extent in the Memphis area with the design of the Harahan Bridge, neither it nor its neighbor the older Frisco Bridge were capable of accommodating the sharp rise in the popularity and demand of the automobile as a mode of cross-river transportation during the Great Depression. As was the case 30 years prior, the solution in the 1940s was to construct a new bridge in the same general location as its predecessors, only this time the bridge would be the first built exclusively for vehicle traffic. This bridge, the Memphis & Arkansas Bridge, was completed in 1949 and was the third